Priming device for explosive-engines.



B. RUCKDESCHEL. PRIMING DEVICE FOR EXPLOSIVE ENGINES.

APPLICATION FILED JAN. 21, 1910.

Patented Nov. 15, 1910.

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BERNARD'RUCKDESCHEL, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE- TI-IIRD TO DAVID P. MOORE, OF -WASHINGTODL DISTRICT OF COLUMBIA.

PRIMING DEVICE FOR EXPLOSIVEENGINES.

Application ined January 21, 1910.

To all Awhom t may concern:

Be 1t known that I, Bnnniun RUc'nnnscncr.. a citizen of the United States, resul- 'ing atY Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements. .in Priming Devices for Explosive- Engines, of which the following is a specilication, reference being had therein to the accompanying drawing.

The present invention relates to an improved priming device for explosive engines, and more especially to a device whereby a series of cylinders of an engine may be primed simultaneously, so that all that is necessary, when start-ing the engine when it is cold, or it is desired to dispense with the cranking operation, is to operate my device to inject-the proper amount. of hydro-carbon fluid into the cylinders of the engine, and after this operation to operate the spark advance, thereby producing a spark through the mediuln of the spark-plug in the cylinder, Whose .piston head is at the highest point ofl compression, and exploding the charge therein, thus giving a stroke to the piston in said cylinder", and starting the en gine without the usual cranking.

By my improved device, a motor car engine may be started from the seat of the vehicle, and by reason of the amount of fiuid taken from the tank being so accurately measured, each cylinder head receives eX- actly the amount necessary and simultaneously with the other cylinders. and thereby is never flooded.

It is a known fact that when an engine is cold, the operator mustin most cases turn on the flow of his explosive fluid, and permit it to run freely into the lower end of the manifold, where by continuous cranking. au

explosive charge is drawn into the cylinders of the engine, and theengme 1s started.

-Howevein this is not always successful, and

in order to facilitate this, the pet-cock of the cylinders is often opened and the explosive luid poured or squirted therethrough into the cylinders. When this is done, often too small or too great charge re# sults, and thcn when the spark is produced, l

the engine gives only a few kicks or often refuses, to move. To insure the simultaneous feeding of all cylinders, and in the proper proportion, the present device has Specification of Letters Patent.

Patented Nov. 15, 1910. serieu No. 539.415.'

forth. l have enabled the operatorto accurately charge each cylinder, and thereby in the shortest possible time, start his engine by the simple manipulation of the spark.

To clearly. understand my invention, attention is invited to the accompanying drawings, in which Figure l is a side elevation of the upper' end of a four cylinder explosive engine, the dash board of a motor car, and my priming device attached.v Fig. 2 is a top plan view thereof. Fig. 3 is an enlarged section through the pump and its connections. Fig. t is a transverse vertical section through one ofthe pet-cocks in draining position. Fig'.

v5 is a section taken at right angles thereto` with the pet-cock in draining position. and Fig'. 6 is a similar View in priming position. Fig. 7 is a detail ofa modification.

Referring to the drawings The numeral l designatesthe cylinders of `an explosive engine, each one of which is provided with the pet-cock or priming' cock in its head or any other convenient place. Eachone of the .pet-cocks has leading from the upper portion thereof the pipes 3, 3', 3i, and 3b, respectively; and all of said pipes lead to and arein communication with the equalizing chamber et, fo-which leads the pipe 5. V This pipe is in communication with the T-coupling t5, whose lower end is connected to the pipe or conduit T. which is connected to the hydro-carbon fluid containing tank or reservoir B, from which the engine is also fed in the usual manner. Connected to the upper end of the T coupling is the short pipe S, which is connected and in communcation with the pumpv casing- 9, having' the plunger l0, and operating` handle 1l, all of which is accessible to the operator or chauffeur and preferal'ily mounted upon the dash-board A.. of the motor c-ar. Mounted in the upper end of the pipe 7, is a check-valve l2.l which permits fluid to 'pass therethrough upon the upward stroke of the plunger' of the pump, the same closing at the instant of the stopping of the said upward movement, and preventing the fluid now in the T-coupling and short pipe 8, from flowing back into the pipe 7. Upon the downward stroke of the pump, the fluid is forced through the checkvalve 13 in the pipe 5, and into the equalizing chamber 4, where as the pressure therein is e ual. each i e 53 3', E, and 3, will reeen devised, and by the device herein set i ceive its proper amount of fluid and conduct the same to the upper end of their respective pet-cocks. It-will also 'be noticed that upon the 11p-stroke of the plunger of the pump when the check valve 12 is opening, the check valve 13 will close, and vice. versa. To 'gage the amount of iiuid brought 'into the pipe S, upon the up-strokeof the pump, I employ the-gage 14, which is oi# the usual construction and made of glass, so that the fluid in the pipe 8 will be Aobservabletherein, This, however, may-be dispensed with'an'd the pipe 8 made of glass instead;

In order that tli'e pet-cocks may be in the vproper position and be manipulated simultaneously, I employ the handle 15, which is mounted upon the inner or dash-board end of the horizontal rod16, and this rod carries, or has mounted thereon, for sin'iultaneous operation, the Valves 17, of. the pet or priming cocks 2, each valve of which is con- 'structed similarly and is clearly shown in Figs. 4, 5, and 6. Each pet or priming cock consists of the casing 18, having the valve receiving bore 19, which is preferably tapered, -and the inlet channel 20, draining channel or port 21, and the periining channel or port 22, lwhich is in line with the inlet channel or port 20. When lthe pet'or priming cocks are closed or inoperative. they assume the positions. as shown inFigs. 4 and 5, wherein the duct orvalve port 23, is shown as having the lower straight wall a, and the upper curved wall-7), whereby when the valve is in the position as shown in Figs. 4 and 5, the liquid that may Still remain i-n the pipes 3, 3', 3, 'and 3b, may'fiowhrough the duct or valve port`23y andthrough the :draining port'21; or when the handle 1 5 is turned so that to cause the valve to assume the position, shown in Fig. 6, thedownward stroke ofthe pump will cause the priming fluid to flow through the-various pipes into the portp20,through the valve port 23, and the priming port 22 of the pet cock into the cylinder of the engine.

. In Figs. 7, 9 is the pump, 8 is the pipe having .the valve, and 3, arel the pipes wit -check valve 13, thus forcing the priming charge into the chamber 4,. and through all .of the pipesB, 8', 3a andb, simultaneously and in equal proportions, into their respective pet 'or priming cocks and cylinders. When thisl isgcompletedthe spring 24, will rotate thev rod 16 and 4its handle and automatically return the valves to the position shown in Figs. et and 5, at which time the operator operates tliesparking device, and thus as all of the cylinders have been charged, there is4 always one ready to 'be exploded or rather at its highest point of'compression, and this is operatedfand the engine is started and continues to operate bringing its remaining charges through the manifold, whose carbureter has been opened just prior to sparking.l Thusitis evident -thatIproduce a priming device for explosive engines, which renders cranking unnecessary and -provides a means whereby explosive engines may be quickly and easily started fromthe steering and controlling part of a ymotor oar, and

which is advantageousboth in warmy'and cold weather, as with this device, it is never necessary-for the operator to crank the engine and draw the charge through the manifold of theengine, when starting.

What I claim, as new, i s

1. The combination with an engine, and

an eXplosiveQiui'd. reservoir, .of a priming device comprising a valve for each cylinder of the engine,a rod forloperating all the valves simultaneously,- a pump in communi.-

cation with thereservoir for drawing liquid therefrom, means. to prevent the liquid from flowing Iback into the reservoir, an equalizing chamber adaptedto receive the liquid drawn from the reservoir, means to prevent the liquid from iowing to the pump after entering the chamber, anda seriesof conduits leading from the chamber to the valves of the oylinders, whereby said cylinders are fed simultaneously.

2. The combination with an engine, and

au explosive fluid reservoir, of a priming device comprising a priming cock for each cylinder ofthe engine and ,having ports leading tothe cylinder and for a. drain, a Valve for each cock having a port adapted toregister either with the drain or the other port, a rod for operating all of the valvessimultaneouslyfto permit liquid to flow either into the cylinders 4of the engineer through the drain ports, and a pump interposed between the priming cocks and 'the reservoir whereby liquid from the reservoir is4 fed simultaneously to all priming cocks. In testimony whereoi:l I aiixmy signature in presence of two witnesses.. BERNARD RUCKDESCH.EL:y

Witnesses: DAVID P. MOORE, l G. M; SPRING. 

